U.S. patent number 6,270,104 [Application Number 08/134,916] was granted by the patent office on 2001-08-07 for composite bicycle frame and methods for its construction.
This patent grant is currently assigned to Trek Bicycle Corporation. Invention is credited to Dimitrije Milovich, Ronald H. Nelson, Robert F. Read, Weston M. Wilcox.
United States Patent |
6,270,104 |
Nelson , et al. |
August 7, 2001 |
Composite bicycle frame and methods for its construction
Abstract
The bicycle frame of the invention is formed by selecting and
adhesively joining previously formed and precured composite tubes
to previously formed and precured composite lug components. The
precured lug components are separately shaped from preforms
comprising a plurality of resin impregnated fibrous layers formed
into a stack in which the fibers of adjacent layers cross one
another, with such preforms of each such lug component being in the
nature of a set of similarly shaped overlapping halves of the frame
lug component to be formed therefrom, with such overlapping halves
being brought together in a hollow nature and placed around an
inflatable bladder to form an assemblage that is applied between a
set of female mold halves of molding tools that are closed for
forming the lug component itself, and the resulting assemblage is
subjected to a curing heat, with such bladder of each two hundred
(200) set of preforms being arranged to first be pressurized to a
pressure greater than or equal to two hundred (200) pounds per
square inch, for urging the respective preforms against the mold
shaping surfaces opposing same, thereby providing a high laminate
compaction pressure during cure that produces a uniform, thin
walled, strong, tubular, lug component. The said lug components are
also each formed with one or more male members or plugs for closely
fitting into adjacent open ends of the aforementioned all-composite
tubes. Such composite tubes are formed by wrapping a preform, that
is similar to the lug component preform, around a mandrel and
cured, with the wrap being subject to a compaction pressure
therearound during cure, thereby providing a thin walled high
strength tube, for forming of the bicycle frame as above
indicated.
Inventors: |
Nelson; Ronald H. (Salt Lake
City, UT), Milovich; Dimitrije (Salt Lake City, UT),
Wilcox; Weston M. (Sun Prairie, WI), Read; Robert F.
(Edgerton, WI) |
Assignee: |
Trek Bicycle Corporation
(Waterloo, WI)
|
Family
ID: |
25397358 |
Appl.
No.: |
08/134,916 |
Filed: |
October 8, 1993 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
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890933 |
May 29, 1992 |
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Current U.S.
Class: |
280/281.1;
280/288.3 |
Current CPC
Class: |
B29C
70/446 (20130101); B62K 19/16 (20130101); B62K
19/22 (20130101); B29C 53/56 (20130101); B29L
2012/00 (20130101); B29L 2031/3091 (20130101) |
Current International
Class: |
B29C
70/04 (20060101); B29C 70/44 (20060101); B62K
19/00 (20060101); B62K 19/16 (20060101); B62K
19/22 (20060101); B29C 53/56 (20060101); B29C
53/00 (20060101); B62K 019/16 (); B62K
019/30 () |
Field of
Search: |
;280/281.1,288.3,274
;156/156 ;403/265,268,292,295 ;264/258 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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2248807 |
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Apr 1992 |
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GB |
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3185615 |
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Aug 1988 |
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JP |
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0158483 |
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Jun 1990 |
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JP |
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Other References
Bicycling magazine, Mar., 1989, "New Products" column, pp. 46 and
50, "Trek 5000". .
Bicycling magazine, Mar., 1989, "Bike Tech" column, pp. 204 and
206, "Inside The Kestrel MX-Z". .
Advanced Composites, Jan./Feb., 1987, pp. 40-42, 44 and 46,
"Bicycling With Advanced Composites". .
TREK.RTM. 1990 Authorized Dealer catalog page 6 showing "investment
cast lugs . . . " (photo bottom center page)..
|
Primary Examiner: Boehler; Anne Marie
Attorney, Agent or Firm: Lee, Mann, Smith, McWilliams,
Sweeney & Ohlson
Parent Case Text
This application is a divisional application from application Ser.
No. 07/890,933 filed on May 29, 1992, now abandoned.
Claims
What is claimed is:
1. A composite light weight vehicle frame, comprising, a plurality
of composite tubes disposed in spaced frame defining configuration
and joined by a plurality of thin single wall, hollow, low void,
all composite lugs, said lug wall consisting essentially of a
plurality of fiber laminations in a substantially solid, cured
resin matrix.
2. The frame of claim 1, wherein
each said tube includes a plurality of tube ends, and each said lug
includes at least one plug, each said plug formed and arranged to
be closely received within a respective one of said tube ends and
the respective tube ends are anchored to the respective lug plugs
that are received in said tube ends.
3. The frame set forth in claim 2, wherein: at least one of said
plugs of said lugs comprises a substantially cylindrical body that
at one end of same has an annular conical stop section and that
includes means for uniformly spacing formed on said body for
spacing the body and the tube end relative to one another when the
frame is assembled.
4. The frame set forth in claim 3, wherein: the respective ends of
said tubes are proportioned to closely fit against the respective
lug plug stop sections in centered relation thereabout.
5. The frame set forth in claim 3, wherein:
said uniformly spacing means comprises spaced splines formed in the
respective plugs at spaced intervals about said body.
6. The frame set forth in claim 5, wherein:
said splines have a height sufficient to provide for uniform
coverage by an adhesive and sufficient thickness for said adhesive
to cure to a substantially solid joint between said lug and
tube,
said bonding means comprising a curable, high performance adhesive
that forms said joint.
7. The frame set forth in claim 1, wherein:
said lugs and said tubes form a bicycle frame including a head lug,
bottom bracket lug and a seat lug;
said bicycle frame being adapted to operationally receive a bicycle
handle bar, a pedal mechanism, and a seat post, wherein said head
lug is adapted to receive said handle bar, said bottom bracket lug
is adapted to receive said pedal mechanism, and said seat lug is
adapted to receive said seat post.
8. A fiber reinforced plastic load bearing vehicle frame
comprising:
a thin single wall hollow lug having a first cylinder portion
having a first axis and a second cylinder portion having a second
diverging axis projecting at an angle from said first axis of said
first cylinder portion said second cylinder portion being formed
and arranged for receiving a tube;
said second cylinder portion merging with said first cylinder
portion at a compoundly curved wall portion and having a connecting
portion formed and arranged for receiving said tube, said tube
connected to said second cylinder portion at said connecting
portion and said tube extending in a direction coaxial with said
second axis;
said connecting portion being spaced from said first cylinder
portion such that said connecting portion is spaced away from the
location of stress concentration on said lug when said frame is
under riding load imposed by operation of said vehicle frame
tending to change said angle and is spaced in the direction away
from said first cylinder portion to substantially decrease said
stress on said connecting portion;
said thin single wall being defined by an interior surface and an
exterior surface, and formed substantially exclusively of a
plurality of fiber reinforcing layers in a cured resin matrix
between said interior and exterior surfaces.
9. The vehicle fame of claim 8, wherein said second cylinder is
faired into said first cylinder so as to form a smooth and
continuous load bearing fillet therebetween.
10. The vehicle frame of claim 8, wherein said lug comprises an
optimum compaction, low void lamination of fiber reinforced plastic
layers.
11. A lug for joining tubes comprising:
a first single walled hollow tubular structural member having a
first interior surface and a first exterior surface;
a second single walled hollow tubular structural member extending
outwardly from said first tubular member having a second interior
surface and a second exterior surface, said second interior surface
being a continuation of said first interior surface and said second
exterior surface being a continuation of said first exterior
surface;
said first tubular member and second tubular member being formed in
a single substantially homogenous section hollow structural unit of
cured fiber reinforced plastic lamina having reinforcing fibers
within a plastic matrix;
said lamina being compacted one against another prior to curing,
whereby voids between the lamina are substantially eliminated.
12. The lug of claim 11, and:
said lamina being a plurality of unidirectional sheets of
fibers;
said unidirectional sheets having said fibers being oriented in a
biased manner with respect to one another prior to curing and
substantially the same orientation being maintained after
compaction and curing.
13. The lug of claim 11, and:
said second tubular member being formed and arranged so as to mate
with and being bondable to a structural tube at a tube-lug
joint.
14. The lug of claim 11, wherein:
one of said second tubular member or said tube having a plug
extending from an annular bevel and longitudinal splines
circumferentially arranged thereon and the other of said second
tubular member or said tube having a receiver formed therein for
mating with said one of said second tubular member or lug.
15. The lug of claim 11 further comprising:
said lug having a fiber volume within a sectional area defined by
said interior and exterior surfaces comprising of greater than
sixty percent (60%).
16. The lug of claim 11, wherein:
said lamina are overlapped to create said lug;
said lamina comprises between about six and thirteen unidirectional
fiber layers for substantially the entire wall;
said lamina overlapping at a single overlap on a plane through said
lug; and
said wall being reinforced at high load locations by additional
lamina.
17. A composite lug and composite tube vehicle frame
comprising:
a composite lug including a solid shell of a single continuous wall
having an interior surface and an exterior surface and having a
first hollow tubular portion;
said lug shell having a second hollow tubular portion extending
outwardly from said first tubular portion;
said first tubular portion and second tubular portion being formed
in a single structural unit of cured fiber reinforced plastic
lamina, said fibers being contained within a substantially
homogenous resin matrix;
said lamina being compacted one against another prior to curing,
whereby voids between the lamina are substantially eliminated to
provide a fiber volume between said interior surface and said
exterior surface greater than 60%;
said lug being bonded to a composite tube to complete said vehicle
frame.
18. The frame of claim 17, wherein:
said lamina consists essentially of a plurality of unidirectional
layers of fibers said fibers being oriented substantially parallel
to said surfaces; and
said fibers being orientated in a biased manner with respect to one
another.
19. The lug of claim 18, wherein:
said tube being formed from a plurality of second lamina being a
plurality of second fibers;
said second fibers being oriented in a biased manner with respect
to one another prior to curing and substantially the same
orientation of fibers being maintained after compaction and
curing.
20. The lug of claim 18, wherein:
said second tubular portion being formed and arranged so as to mate
with and being bondable to said tube at a tube-lug joint.
21. The lug of claim 20, wherein:
one of said second tubular member or said tube having a plug
extending from an annular bevel and longitudinal splines
circumferentially arranged thereon and the other of said second
tubular member or said tube having a receiver formed therein for
mating with said one of said second tubular member or said
tube.
22. The lug of claim 18 further comprising:
said lug being formed of between six and thirteen of said
layers.
23. An all composite bicycle frame structural component formed as a
hollow shell composed of two half portions, said component
comprising:
a shell formed as a continuous wall in a compound curved three
dimensional shape,
said shell being a solid composite consisting essentially of a
plurality of fiber layers in a first half portion having fibers of
a first layer oriented in juxtaposed relation to the fibers of a
second layer and a plurality of fiber layers in a second half
portion having fibers of a third layer oriented in juxtaposed
relation to the fibers of a fourth layer,
said layers being contained within a cured resin matrix wherein
said substantially continuously surrounds said fibers;
said first and second layers of said first half portion being
oriented in an overlapping manner with said third and said fourth
layers, within said resin matrix;
said shell having an interior surface and an exterior surface with
said fibers substantially parallel to both said surfaces and the
area between said surfaces consisting essentially of said fiber
layers in said resin matrix in substantially uniform density and
having a fiber volume between said surfaces of greater than 60%.
Description
BACKGROUND OF THE INVENTION
1. Field of the Invention
This invention relates to bicycle frames and their method of
manufacture and, more particularly, to a composite bicycle frame
formed of composite components that are each separately formed by a
method of the invention to have a thin wall with a high strength to
weight ratio, and are designed to be easily fitted and secured
together into a light, strong and stiff bicycle frame.
2. Background of the Invention
Until recently, bicycle frames have been constructed of metal tubes
joined at their ends as by welding, or are brazed or soldered onto
metal lugs, forming the frame. Recently, composite materials have
been utilized in place of metal for frame construction. Such
composite materials have a lower density, higher specific strength
and stiffness, and better damping qualities than traditional
metals, and thereby provide an increase in frame strength and
stiffness with a reduction in weight, as compared to earlier
metallic frames.
In construction of bicycle frames using such composite materials,
the most common method for joining frame tubes, formed from such
composite materials to each other, has consisted of adhesively
joining the tubes to metal lugs or joint structures, thereby
forming the bicycle frame. The disadvantage of using metallic lug
components is their weight relative to composites, the weight of
which metallic lug components significantly exceeds the weight of
the frame composite tubes, thereby greatly limiting potential
weight reductions. Also, the relatively high material density of
metallic lug components has tended to favor a use of smaller
diameter tubes and hence smaller lugs for weight savings,
constituting a lesser strength frame with diminished damping
qualities than would be provided utilizing larger tubes. The
material density characteristics of metallic lugs has also
prevented the development of structurally efficient large gussetted
aerodynamic shapes for the lug components on account of the weight
increase inherent with such shapes.
Where manufacture of one-piece all-composite unitary bicycle frames
has been implemented, such manufacture has been found, for one
thing, to be labor intensive. Further, the use of lower than
optimum compaction pressures in actual practice has reduced
material strength, and has required a greater use of materials than
anticipated, resulting in a greater frame weight than predicted.
Due to a frequency of structural strength problems and structurally
related cosmetic problems occurring in service, such frames have
been found to be generally unreliable.
3. Prior Art
Recently, a number of methods and procedures have been developed
for producing all-composite bicycle frames. In one such method that
provides for secondarily joining precured composite tubes to each
other in a desired configuration, the tube ends are joined to each
other utilizing uncured composite materials that are wrapped
between the tube ends. The joints are then cured in place, forming
a connection between the thus joined frame tubes to provide a
composite frame. Such method is detailed in U.S. Pat. No. 5,019,312
to Bishop et al.; and U.S. Pat. No. 4,900,048 to Derujinsly. These
patents teach similar processes for composite frame fabrication
producing frames that are generally not hollow at the tube
connections, in which processes the individual tube ends are
trimmed or mitered in the joint forming process to fit closely
together and receive uncured composite material wrapped
therearound. Such uncured composite material as is used in frame
construction is generally a reinforcing material that is laid over
and between the frame tube members and is cured. To obtain an
acceptable appearance for such joint, a significant amount of
parasitic material is added to the joint surface for shaping that
joint, which parasitic material is essentially an un-reinforced
resin, containing fibers and a filler, to control its viscosity,
and is for filling gaps and spaces as are present in the joint
structure. These large gaps or spaces lie between the external
surface on the gusset of the joint and the tubes which lie well
inside the joint. Accordingly, the built up joints formed by a
practice of such processes increases the weight of the resulting
frames.
Additional problems with the above set out type of wrapped joint
bicycle frame composite construction is that it is labor intensive
at each stage of the manufacturing process, and it is not amenable
to mass production techniques and, accordingly, this type of
manufacturing process has not been successfully utilized for
producing commercially affordable composite bicycle frames.
In a bicycle frame, it is well known to this art that stress loads
are always the greatest at joints, and therefore, joint
construction has always been a primary determinate influencing
frame design and construction. To avoid inherent problems of
material discontinuity at frame joints, a number of patents have
been directed to reducing or eliminating the number of joints in a
bicycle frame through a use of composite materials molded and cured
together into a jointless frame. Some examples of this type of
composite frame construction are shown in U.S. Pat. No. 3,375,024
to Bowden; U.S. Pat. No. 3,833,2343, to Thompson, Jr.; U.S. Pat.
No. 4,015,854 to Ramond; U.S. Pat. No. 4,230,332, to Porsche, U.S.
Pat. No. 4,493,749, to Brezina; U.S. Pat. No. 4,856,801, to
Hollingsworth; and U.S. Pat. No. 4,986,949, to Brent J. Trimble,
which Bowden, Ramond, Porsche, Hollingsworth and Brezina patents
all show arrangements for reducing the number of joints in a
bicycle frame, with the Hollingsworth patent showing a multi-layer
composite unitary frame, and the Thompson, Jr. patent showing a
solid cast unitary frame.
Trimble U.S. Pat. Nos. 4,986,949, 4,889,355, 4,902,458, 4,850,607,
4,923,203, 4,941,674 and Reissue U.S. Pat. No. 33,295, and a U.S.
patent to Duplessis et al. U.S. Pat. No. 4,828,781, all show
examples of jointless or unitary all-composite bicycle frames.
These frames are generally hollow, so as to minimize weight as
compared to metal or solid or nearly solid composite frames, as set
out above.
Unitary composite bicycle frames have somewhat alleviated the
problems of extra weight as has been associated with earlier frame
joints since the joints are in essence eliminated. The manufacture
of a jointless frame in a single step using high performance
composite materials to eliminate steps in the manufacturing
process, particularly the step where all the components are formed
into a single frame. In practice, however, the manufacture of high
quality, reliable one-piece, jointless frames has proven difficult
and expensive, and accordingly, the number of one-piece jointless
composite bicycle frames that have been sold is a small fraction of
the number of metal lugged composite tubed frames sold. For
example, one large impediment involves the difficulty of reliably
producing uniform or high compaction pressures in the composite
laminate during cure, due in part to the failure to develop
reliable internal pressure bladders to operate satisfactorily
throughout the frame. This results in lower structural performance
and an outer surface finish which requires a large amount of manual
labor to repair. This necessitates, therefore, in order to provide
the required strength, that excess materials be used at the frame
joints to avoid voids and flaws as could cause joint or frame
failure. Such unitary composite frame construction is therefore
labor intensive and results in a great deal of waste materials in
both the manufacturing process itself and on account of rejections
that fail to meet quality standards.
The present invention utilizes all composite hollow tubes and
hollow lugs separately formed by the methods of the invention to
have uniform thin walls for fitting and adhesive bonding together,
whereby a composite bicycle frame is produced that has minimum
weight for the required frame strength and stiffness. Problems with
earlier frame construction prove that force concentrations at the
joints are of major concern in frame design and fabrication. For
meeting this problem, the present invention employs hollow frame
tubes for fitting over male extensions or plugs extending from lugs
their respective plugs of the invention, except that the lugs of
the present invention are hollow and the respective mating surfaces
of each hollow tube end and each lug male plug are tapered
identically. The arrangement is such that the one tapered surface
mates with a corresponding surface to produce a joint capable of
transmitting high internal forces across the junction.
Insofar as terminology employed herein is concerned, while both the
bicycle frame tubes and lugs made in accordance with the present
invention are tubular, the frame component referred to hereinafter
as a "tube" has reference to the frame elongate components, such as
the familiar top tube, down tube, seat tube, and stay tubes that
per se are well known to those experienced in the bicycle arts,
while the term "lug" has reference to the hereinafter disclosed
tubular structure that forms a particular flame joint with the
respective "tubes" involved.
SUMMARY OF THE INVENTION
A principal object of the present invention is to provide an
all-composite generally hollow bicycle frame, and processes for its
manufacture, which frame is light in weight, stiff, and strong, and
which has a construction that is amenable to mass construction.
Another principal object of the present invention is to provide a
bicycle frame formed from interconnected all-composite hollow tubes
and lugs that are individually and separately formed and cured by
the processes of the invention to be thin walled, with the
assembled all-composite frame to be exceptionally light, strong,
and stiff.
It is another principal object of the present invention to provide
a new method for the manufacture of a composite bicycle frame which
is less costly and has a higher yield of good frames than current
methods, and in which the new method results in a frame which is
lighter, stiffer, stronger, more accurate dimensionally, with
better surface finish, and with greater repairability than
composite bicycle frames heretofore.
Another important object of the present invention is to provide
all-composite tube and lug components that are individually formed
prior to assembly to have complementary opposing surfaces for
coupling, as by adhesive bonding, to form as assembled the hollow
frame, which has joints having a smooth exterior and that provides
a uniform and smooth force transmission thereacross.
Further objects of the invention are to provide methods of
premaking and precuring such all composite lug and tube
components.
Another object of the present invention is to provide all-composite
tube and lug bicycle frame forming components that are thin walled,
to minimize, as assembled, finished frame weight, and thereby form
a bicycle frame of minimal weight, which components are
individually strong and stiff and have strength and stiffness
characteristics that, as assembled to form a bicycle frame, form a
frame that is equal to or better than jointless all-composite,
composite tube and metal lug, and even all metal bicycle
frames.
Another object of the present invention is to provide an
all-composite bicycle frame, where the component tubes and lugs
thereof are precured composites that are secondarily bonded
together to form the bicycle frame.
Still another object of the present invention is to provide lug
components, for forming bicycle frames, that are produced in
matched female tooling that conforms to the desired lug exterior
shape and includes an internal pressurization device for supporting
the composite mat during curing, that is then removable, leaving a
thin walled hollow lug, with such lugs being provided for assembly
with hollow composite tubes to form a bicycle frame.
Still another object of the present invention is to provide for use
in assembling bicycle frames a composite lug having at least one
male member or plug for receiving as part of the frame a thin
walled composite tube with the lug male member or plug and the tube
end having close fitting opposing surfaces for being tightly fitted
together, thereby producing a high strength joint that is smooth
and continuous on its exterior.
Still another object of the present invention is to provide a
composite lug, for use in forming bicycle frames, formed of resin
impregnated organic mats that, as a feature of the method of
forming same, are arranged around a high pressure bladder
positioned between closed female mold halves, providing for curing
of such lug under uniformly applied high laminate compaction
pressures, to produce a thin walled, low weight lug having a
relatively smooth as-molded exterior surface finish.
Still another object of the present invention is to provide an
all-composite, hollow, bicycle frame that is an assemblage of
uniform thin walled tubes and lugs manufactured by the process of
the invention and that are joined to form a bicycle frame that is
stiff, light in weight, and has high strength tube-lug joints.
The bicycle frame of the present invention is an all-composite
frame formed by connecting hollow composite tubes onto male members
or plugs of hollow composite lugs, to form a light weight, high
strength, stiff, bicycle frame. The composite tubes and lugs of the
invention are formed to have uniform thin walls, without voids, and
provide for uniform stress transmission therethrough, with the
tubes and lugs being first individually formed and cured, and that
are then bonded in assembled relation to form a composite bicycle
frame.
To provide for a uniform surface to surface engagement of each tube
and lug connection where a uniform stress transmission across the
joint is to be achieved, the hollow tube is formed with an inward
taper at its end for engaging a sloping step that is formed around
the lug male member or plug at the tube limit of travel thereover,
with the tube angle of end taper and the angle of the opposing face
of the sloping lug step are mirror images to provide a close
fitting engagement; such opposing taper and step face surfaces are
preferably complementary angles in the range of from about six (6)
to about seventeen (17) degrees, to optimize the force transmission
properties of the joint and strength of the lug at the joint.
Radially spaced ribs or splines are formed along the lug male
member or plug end, from the step face to the lug male member or
plug end, leaving shallow depressions therebetween that are to
receive an adhesive coating for bonding to the tube interior, with
the adhesive joint providing for joined tubes and lugs and an
affixing of these components together into nearly a seamless
junction. The spacing distance between a joined tube cylindrical
inner wall and a lug male member or plug shallow depressions is
closely controlled to provide a thick but uniform adhesive
thickness, producing thereby a reliable high strength frame
joint.
The tube and joint design and lug manufacture of the present
invention provide a high strength tube to lug joint that does not
require additional reinforcement, as was the case with prior art
composite frames, with such joint being essentially a seamless one
on its exterior, facilitating preparation for applying a smooth
aerodynamic exterior finish to the frame.
To provide individual tube and lug components in accordance with
the present invention that are of uniform thin wall construction,
the present invention also involves a method of applying high
laminate compaction pressure to the frame lug component during the
manufacture of the latter. The fabricating of such high strength
thin wall lug components involves arranging resin impregnated mats
or layers to overlap around a pressure bladder, between opposing
female molds that are closed and the lug cured therein. The
pressure bladder is designed to provide a reliable and uniform
application of high pressure throughout the interior of the lug
part or component during cure, with such bladders conforming to and
essentially filling the individual lug component interior and being
either disposable (to remain in the lug component) or being
reusable, to be collapsed and removed from the lug component. In
practice, pressures equal to or greater two hundred (200) psi are
applied by bladder pressurization during lug component curing, in
accordance with the present invention. This high pressure produces
an exceptionally high ratio of fibers to resin, and a very low
ratio of void volume to total laminate volume. Both of these
characteristics produce a laminate which is much stronger than
laminates produced with lower pressure processes.
A uniform wall thickness for each lug component is achieved by a
practice of the invention that, along with the particular coupling
configuration of the lug male member or plug and tube end, provides
a bicycle frame that will meet anticipated stresses without a need
for reinforcement in the joint areas of the frame. Thus, no frame
reinforcement is required at the frame joints or adjacent them, in
accordance with the present invention. Accordingly, a bicycle frame
that is appropriate for meeting design stresses can be provided by
the lug and tube design of the present invention. Such frame will
have a minimum cross-section and wall thickness for anticipated
stresses, and will utilize minimal materials in its construction,
with the resulting frame having a minimum weight and high
strength.
The present invention provides an all-composite bicycle frame that
is less expensive to construct in that minimum amounts of materials
are used in component fabrication, with fewer finished parts
rejected, and, requires a minimum finishing time to trim and paint
the frame. Further, the flexibility of the manufacturing process of
the present invention allows a number of different frame sizes to
be economically manufactured from the same pre-made and cured
components to provide a particular frame to better fit an
individual bicycle rider.
Other objects, uses, and advantages will be obvious or become
apparent from a consideration of the following detailed description
and the application drawings in which like reference numerals
indicate like parts throughout the several views.
THE DRAWINGS
FIG. 1 is a side elevation view of a preferred embodiment of an
all-composite bicycle frame arranged in accordance with the
invention;
FIG. 2 is a rear end view of the frame taken along the line 2--2 of
FIG. 1;
FIG. 3 is a bottom plan view of the frame taken along the line 3--3
of FIG. 1;
FIG. 4 is a cross sectional view of the seat tube portion of the
frame bottom bracket lug, taken along the line 4--4 of FIG. 1;
FIG. 5 is a side elevation view like that of FIG. 1 showing the
frame embodiment of FIG. 1 and illustrating the frame interior
features in broken lines;
FIG. 5A is a bottom plan view, in the direction of arrows 5A of
FIG. 5;
FIG. 6 is a side elevation of the head lug component shown removed
from the frame of FIGS. 1 and 5;
FIG. 6A is a cross sectional view of the frame head lug component
taken along the line 6A--6A of FIG. 6;
FIG. 6B is a cross sectional view of the frame head lug component
during the making of the frame lug component involved in accordance
with the present invention, this Figure being a cross sectional
view of opposing female mold halves wherein are contained resin
impregnated mats that overlap at their edges and are wrapped around
an internal pressure bladder for forming the head lug of FIG.
6;
FIG. 6C is a cross sectional view of the opposing female mold
halves of FIG. 6B showing the internal pressure bladder involved
inflated to urge the resin impregnated matting referred to into the
contours of the interior surfaces of the mold halves;
FIG. 7 is a side elevation view of the bottom bracket lug shown
removed from the frame of FIG. 1;
FIG. 8 is a bottom plan view of a portion of the bottom bracket lug
and is taken along line 8--8 of FIG. 7;
FIG. 9 is a side elevation view of the seat lug shown removed from
the frame of FIG. 1;
FIG. 10 is a rear elevation view of the monostay yoke lug, shown
separated from the frame of FIGS. 1 and 5;
FIG. 11 is a side elevation view of the monostay yoke lug of FIG.
10 and is taken along line 11--11 of FIG. 10;
FIG. 12 is a side elevation view of a portion of the frame seat lug
and a portion of the frame top tube, as shown in FIG. 5, shown
broken apart;
FIG. 13 is a cross sectional view of the cylindrical male member or
plug of the seat lug and the top tube taken along the line 13--13
of FIG. 5;
FIG. 14 is a top plan view of two female mold halves of the mold
tooling, that is used in the curing of the frame bottom bracket lug
of FIG. 7 in accordance with the present invention;
FIGS. 14A, 14B, and 14C are a three view representation of a third
mold piece as is used in the fabrication of the frame bottom
bracket lug of FIG. 12, as shown in FIG. 14;
FIG. 15 is a top plan view of two preimpregnated composite preforms
or mats that are proportioned for arrangement in the opposing
female mold halves of FIGS. 6B, 6C and 16 for fabrication, with
precuring, of the head lug of FIG. 6 in accordance with the
invention;
FIG. 16 is a top plan view of two female mold halves of the mold
tooling used for fabricating and precuring of the frame head lug of
FIG. 6;
FIG. 17 is a flow schematic illustrating a process of the present
invention for pre-forming the cylindrical tubes of the frame of
FIG. 1;
FIG. 18 is a flow schematic illustrating a process that is utilized
to construct uncured composite preforms or mats (which, for
example, are trimmed to the shapes shown in FIG. 15 in the case of
the frame head lug) that are subsequently molded and precured as
disclosed herein to produce the lug components of the frame of the
invention (see, for instance, FIG. 1);
FIG. 19 is a fragmental, longitudinal sectional view of a male
member or plug of the frame seat lug that is aligned for insertion
into a seat tube in accordance with the invention, taken along the
line 19--19 of FIG. 12;
FIG. 20 is an enlarged sectional view of the conical portion of the
lug of FIG. 19, in the lug area indicated by reference numeral 20
(of FIG. 19), showing the exterior annular step that is part of
each lug, in accordance with the present invention, to form a frame
joint;
FIG. 21 is a top plan view of a heat sealed thermoplastic film
bladder and bladder sprue used during fabrication of the monostay
yoke lug component, with the bladder being shown after heat sealing
and prior to attachment to the bladder sprue; and
FIG. 22 is a top plan view of a formed rubber internal pressure
bladder and bladder sprue used in the fabrication of the monostay
yoke lug component shown in FIGS. 10 and 11.
To provide assistance in finding specific drawing figures, the
following grouping is appropriate:
Figure No. Drawing Sheet 5A 8 6A-6B 3 12 3 15 and 16 6 17 7 18 8 19
6 20 6
However, it is to be distinctly understood that the drawing
illustrations referred to are provided primarily to comply with the
disclosure requirements of the Patent Laws, and that the invention
is susceptible of modifications and variations that will be obvious
to those skilled in the art, and that are intended to be covered by
the appended claims.
GENERAL DESCRIPTION
The invention is concerned with a bicycle frame formed by joining
composite tubes and lugs, and thus is concerned with an
all-composite bicycle frame. Unique to the invention is that the
frame is formed of thin walled hollow precured lug and tube
components that are end bonded to form the complete bicycle frame.
The frame lugs are located at the intersections of the frame tubes
and serve as connecting members between the various frame tubes.
The tube and lug components of each frame are configured to provide
a strong frame joint that, without reinforcement, will uniformly
transmit applied forces between the frame tubes and lugs. The frame
lugs and tubes of the present invention are pre-formed and
precured, in accordance with the present invention by overlapping
mats or layers of resin impregnated organic fibrous materials
(known in this art as composite materials) positioned around an
internal pressure bladder for arrangement between mold tooling
female mold members (that are to oppose each other), with the lugs,
after finishing (to form each frame), receiving an adhesive that is
applied to the lug male member or plug surface, with an end of an
adjacent composite tube, to which the same adhesive is also
applied, fitted thereover to form the frame.
The individual composite lug components of the invention serve as
primary load carrying structural members between such tubes. Also,
as the frame of the invention is preferably assembled from a number
of pre-formed and precured lug and tube component parts, this
allows for component interchangeability where different sized of
frames can utilize the same components.
A bicycle frame 30 arranged and made in accordance with invention
is shown in FIG. 1, with sections thereof shown in FIGS. 2 through
4; frame 30 is an example only of an application of the invention
to bicycle frames. It will, of course, be obvious that other
configurations of bicycle frames can be arranged and made as set
out herein, and that even other types of bicycle frames may be
arranged and manufactured as set out herein, all within the scope
of this disclosure.
FIGS. 1, 2, and 3 depict exterior views of a preferred embodiment
30. In general, bicycle frame 30 will perform several primary
functions, to include: providing a support for the bicycle wheels;
providing a bar arrangement for steering the bicycle; providing a
support for a pedal mechanism that provides a source of motive
power; providing a support for a seat; and providing a support or
supports for a braking mechanism, not shown. The bicycle frame 30,
as described, is a frame for a traditional two wheeled bicycle, and
defines a traditional diamond frame construction that is
diagrammatically illustrated, although a wide range of frame
geometry configurations may be employed in accordance with our
invention, which is concerned with the frame 30 being essentially
of the composite type, it being formed by the hereinafter described
composite lug and composite tube components, made, shaped, and
joined together, in accordance with our invention.
The frame 30, as shown, includes a head lug 31 and a seat lug 32,
with top tube 33 extending therebetween. The head lug 31 connects
also to a down tube 34 that is fitted to a bottom bracket lug 36. A
seat tube 35 connects between a seat lug 32 and the bottom bracket
lug 36. The bottom bracket lug 36 forks, as shown in FIG. 3, to
mount, respectively, a pair of chain stay tubes 38. The chain stay
tubes 38 are respectively telescoped over plugs or male members of
rear dropouts 39a and 39b that also couple to seat stays 40, as
best shown in FIG. 2; the opposite ends of the respective seat
stays 40 telescope onto plugs or male members of a monostay yoke
lug 41 that in the frame 30 is a rear most section of the seat lug
component 32.
In accordance with the present invention, the respective lug and
tube components referred to are precured formed, in advance, from
composite materials, that is, non-metallic heat curable synthetic
resins reinforced with structural fibers. More specifically, the
composite material used in the formation of the referred to lugs
and tubes, in accordance with the invention, comprises a plurality
of organic fiber layers each forming a mat or sheet, in which the
fibers composing each layer are preferably oriented at different
angles from those of the layers immediately above and below same,
so as to cross over each other; further, all of such layers are
impregnated with a resin that will harden to form, as herein
disclosed, the finished component.
In the preferred embodiment, the resin is preimpregnated into the
fiber mats or beds prior to the hereinafter disclosed forming of
the referred to lugs and tubes; hence the term that is commonly
used for this material is "prepreg" composite. A prepreg composite
is commonly available in standard form with a variety of different
resins and reinforcing fibers from several different manufacturers.
It is, however, not required to use the prepreg form of the
composite material to practice this invention. For example, it is
possible to manually add the resin to dry fiber material which has
been correctly positioned in tooling of the type hereinafter
disclosed before such tooling is closed, and prior to curing of
such material. Also, resin of the type indicated can be injected
into a closed mold (forming such tooling) in which a dry fiber mat
or bed has been placed, in accordance with the present
invention.
As to the lug components involved, they, in their precured form,
are generally hollow, with structural loads applied to the frame
(of which they become a part, in accordance with the present
invention), to be carried through the external shell defined by the
resulting frame.
The internal construction of the frame 30 with primary structural
members is indicated in FIGS. 5 and 5A, which frame 30, it should
be understood, is arranged for connection to standard bicycle
component assemblies, as set out above. Thus, the head lug 31
supports a conventional front fork assembly, not shown, which
mounts a conventional handlebar and a conventional front wheel. The
front fork assembly (not shown) is to provide a means for steering
the bicycle and supports the front wheel (also not shown). The head
lug 31 is shown best in FIG. 6. The seat lug 32 supports a seat
post (not shown) that mounts a seat (not shown). The seat post is
maintained in the seat lug by appropriately tightening a connector
43 of a seat clamp 42. A detailed view of the seat lug 32 is shown
best in FIG. 9. The bottom bracket lug 36 supports an axle (not
shown) that connects to cranks (not shown) that, in turn, connect
to pedals (not shown). A detailed view of the bottom bracket lug 36
is shown in FIGS. 7 and 8. The monostay yoke lug 41 supports a rear
brake assembly (not shown), and is connected directly to the aft
portion of seat lug 32. The monostay yoke lug 41 provides the
support for the rear wheel and rear wheel brake assembly (both not
shown). A detailed view of the monostay yoke lug 41 is shown in
FIGS. 10 and 11, which monostay yoke lug 41 could be incorporated
into or later joined to the seat lug 32, within the scope of this
disclosure, and the rear brake assembly could be located elsewhere
on the aft portion of the frame. While the present disclosure shows
a separate monostay yoke lug 41, this arrangement is primarily to
simplify manufacture and reduce manufacturing costs of the frame
30, though it should be understood the monostay yoke lug 41 could
be constructed as part of the seat lug 32. The monostay yoke lug 41
will accommodate inclusion with a number of sizes of frames,
thereby allowing for a wider range of frame sizes to be
manufactured utilizing the same components, thereby reducing the
total count of parts needed to manufacture a range of frames
30.
The frame top tube 33 is shown in FIGS. 1 and S to be approximately
horizontal in frame 30 and extends between the frame head lug 31
and the seat lug 32. The frame down tube 34 connects at its ends to
the head lug 31 and the bottom bracket lug 36, respectively. The
frame seat tube 35 in turn connects at its respective ends to the
seat lug 32 and the bottom bracket lug 36. These three tubes, the
top tube 33, the down tube 34, and the seat tube 35, are the "three
main tubes" of frame 30, which three main tubes 33, 34 and 35 are
each straight and preferably have a circular cross section,
although it should be understood they could be of a non-circular
cross section and be curved, as desired. A use of a straight
composite tube having a circular cross section for each of the
"three main tubes" allows a relatively low cost manufacturing
process to be employed for the fabrication of these three tubes, as
set out below. Composite tubes of non-circular cross section and/or
curved tubes can be provided using a process similar to that used
for the lug components, as described below, in accordance with the
present invention.
The seat stays 40 of frame 30 are a pair of composite tubes that
extend upwardly from each side of conventional rear drop outs 39A
and 39B that mount the rear wheel, near the rear axle, with rear
drop out 39B shown in FIG. 2 as being slightly longer for mounting
a rear derailleur; seat stays 40 are proportioned to extend towards
the seat lug 32 and connect one each side of the monostay yoke lug
41. The seat stays 40 are straight and of circular cross section in
the preferred embodiment of this invention, although they could be
of a non-circular cross section and be curved, as desired.
Similar to the seat stays 40, the frame chain stays 38 are a pair
of composite tubes which extend forward from the respective rear
dropouts 39A and 39B, on each side of the space in which the rear
wheel is to be positioned, and connect to each side of the bottom
bracket lug 36. The chain stays 38, in the frame 30, have an
elliptical cross section and taper from a large forward end to a
smaller circular cross section at the small end that connects over
male members or plugs of the rear dropouts 39A and 39B, though of
course the chain stays 38 can be of any non-circular cross section
or may be curved, as desired. The rear dropouts 39A and 39B, as set
out above, interconnect the chain stays 38 and seat stays 40, and
support the bicycle rear axle (not shown). The rear dropouts 39A
and 39B are preferably metallic, although they could be formed of
composite materials, within the scope of this disclosure. Metallic
dropouts, however, will resist galling from repeated removal and
attachment of the rear wheel.
Each of the lug components of the invention is generally hollow and
free of metallic inserts, except for metallic sleeves as may be
needed for the attachment of external hardware, and even then such
sleeves are not relied on for frame strengthening or reinforcement.
Examples of such frame interior sleeves are shown in FIGS. 5 and
5A, and discussed below. Shown in FIG. 5, the frame head lug 31
contains an inner sleeve 44 that serves to support the front fork
assembly (not shown). The frame bottom bracket lug 36 is shown to
contain an inner sleeve 45 that extends thereacross and serves to
support the pedal-crank axle (not shown). The frame seat lug 32 is
shown to contain a sleeve 46 which serves to support the seat post,
not shown. The frame monostay yoke lug 41 is shown as containing a
sleeve 47, shown in FIG. 5, that is actually composed of two
separate sleeves with small flanges on the ends thereof, which are
inserted on each side of the monostay yoke 41, and which serves to
support the rear brake assembly (not shown). The sleeves 44, 45, 46
and 47 are suitable for use with both composite material and metal
constructions, which seat lug sleeve 46 is preferably a composite,
while the other sleeves 44, 45 and 47 are preferably metallic. The
sleeves 44, 45, 46 and 47 are generally bonded to a lug after the
lug has been joined to its tubes by means of a secondary adhesive,
although such sleeves can be individually bonded to the inside of
the lug during the forming of that lug. In general, a sleeve of the
type referred to may not be required to extend completely through a
lug, as shown for instance with regard to sleeve 44, but instead
can be a pair of relatively short or thin cylindrical rings that
are located at opposite sides or ends of the particular lug
opening, or the sleeves may, depending on the lug construction, be
omitted as where an appropriate cavity is formed in the lug in its
manufacture. Accordingly, such sleeves can, for some applications,
be omitted and compensated for by a local application of a slightly
thicker shell thickness.
As to the sleeve 45, it is shown installed in and across the bottom
bracket lug 36 (see FIG. 5) and it is preferably metallic to
provide a durable threaded interior that is capable of repeated
removal and reinsertion of the bottom bracket axle assembly (not
shown) as required, for maintenance or repair of the axle assembly.
While composite material can be threaded directly, such threads
would be less durable, but for some applications, may be
acceptable.
The bottom bracket lug 36, shown on an enlarged scale in FIG. 7,
also contains a recessed and internally reinforced dimple area 50,
for attachment of a front derailleur (not shown). The recessed
dimple 50 is reinforced internally and can consist of a metallic
insert, either cured or secondarily bonded, or can be formed by
curing of additional composite material thereat. Within the scope
of this invention, other arrangements can be employed for attaching
the front derailleur.
The head lug sleeve 44, like the bottom bracket sleeve 45, is
preferably metallic to allow for repeated removal and insertion of
bearing races that may be press fitted into the head lug 44 to
support the front fork assembly (not shown).
The monostay yoke lug sleeve 47 is preferably metallic to resist
galling during adjustment of a rear brake assembly (not shown).
The seat lug sleeve 46 is preferably formed from a suitable
composite material rather than being formed from metal since there
are not anticipated localized high loads or threads thereon as may
be subject to damage. Shown best in FIGS. 1 and 5, the seat clamp
42 is of the familiar "C" shape to slip over a seat post (not
shown) at the top of seat lug 32 and contains a small bolt and nut
device 43, which device 43 is conventionally tightened to provide
clamping on the seat post (not shown) that is to be received in the
seat lug sleeve 46, at a desired height above the seat clamp 42. A
short longitudinal slot is preferably machined at the top of the
seat lug 32 on its aft side (where indicated at 51 in FIG. 5), and
a similar short longitudinal slot is preferably machined at the top
of seat lug 32 on its foreside (where indicated at 52 and FIG. 5).
The slots indicated at 51 and 52 are to allow the clamp 42 to flex
the adjacent annulus of lug 32 and sleeve 46 tightly around the
seat post (not shown). The seat clamp 42 resists a concentration of
thrust loads applied along the direction of the seat post
centerline, and prevents rotation of the seat post about its
centerline. The seat lug sleeve 46 serves the function of providing
an annular surface which fully contacts the to be inserted portion
of the seat post (the support involved also resists an application
of lateral loads and twisting moments). The seat post sleeve 46 can
be omitted or replaced with another arrangement as will perform the
same function. For example, if a long seat post (not shown) is used
that extends within the seat lug 32 to near the bottom thereof,
then the seat post sleeve 46 can be omitted.
The lug components 31, 32, 36 and 41 of frame 30 each include one
or more joint forming, tubular, male members or plugs 60,
hereinafter referred to as a plug or plugs, that are to
individually fit inside a frame tube end to form a tube-lug
component joint 61 (see for instance FIG. 12). FIG. 19 is a cross
sectional view of a typical joint plug 60 the nature of joint 61
will be described in greater detail hereinbelow. Formation of the
frame tubes (as such) is also hereinafter discussed.
Shown best in FIGS. 19 and 20 (but see also FIG. 12), in the
preferred embodiment of the invention, the plug 60 is shown to
include a small discrete annular external step or stop 63 that is
formed around the base 65 of the plug body 62. While the small
discrete step or stop 63 is not essential to the function of the
frame 30, it serves several useful purposes in the assembly of the
frame 30. Specifically, the vertical step or stop 63 provides a
positive stop for location of a tube end with respect to a specific
lug component plug 60, and insures that such lug plug centerline
will be parallel to a mating tube 67 centerline (see FIG. 12). This
configuration of these parts controls the thickness of a layer of
adhesive that is to be coated between spaced ribs or splines 64
that extend along the plug body 62 that project from the tapered
conical section 66 of each lug. The adhesive is applied to the area
on the plug base 65 and the tapered conical area 69. The tapered
conical area 66 of the resulting joint 61 reduces the peak stresses
in the joint adhesive at the base of the plug 60 by reducing the
severity of the structural discontinuity. Further, the discrete
vertical step 63 of a plug 60 also simplifies fabrication and
finishing of a tube that is to be applied to the plug 60 involved
prior to bonding of the indicated tubes and lugs to form the frame
30, when a lug vertical step 63 is to contact a corresponding step
or end edge 68 formed on the end of the mating tube 67 (see FIG.
12), when such tube is fitted onto the lug in question (which step
68 is easily formed, as it involves only trimming the tube end to a
blunt end rather than a sharp edge); the vertical step 63 and step
or edge 68 engagement therewith also covers any small gaps or
crevices as may exist between the tube end and the lug, providing
thereby a clean joint 61 and simplifying finishing and painting of
the final frame 30 to a continuous sealed outer surface.
The small discrete annular step 63 located the base of the
indicated plug body 62 is followed by the plug tapered conical
section 66, that is short and intersects the plug cylindrical body
62, that extends to the end of indicated plug 60. The indicated
plug tapered conical section 66 performs two very important
structural functions in forming a joint 61. First, as noted above,
it provides for a reduction of peak stresses in the adhesive at the
plug base 63. The tapered portion of the mating tube 67 allows for
a more gradual and smoother transfer of load from the lug to the
tube. This also reduces localized bending of the lug and tube walls
which reduces peak stresses. Secondly, the indicated plug having
the tapered conical section 66 provides an arrangement for keeping
the longitudinal fiber layers 101 (see FIG. 20) of the lug involved
from becoming disposed at a sharp angle 102 (see FIG. 20) to the
tube-plug centerline. This function is essential in reducing radial
axial shear stresses that in the completed frame 30, may exist at
joint 61, to an acceptable level, thereby preventing localized
failure at the indicated plug base and mating tube end
junctions.
In general, the angle that the herein disclosed plug tapered
conical section 66 makes with a mating tube 67 centerline must be
less than thirty (30) degrees to produce reasonably lightweight
lugs and is preferably an angle selected from a range of angles
from about six (6) to about seventeen (17) degrees. A utilization
of lower angles than thirty (30) degrees will result in lower
stresses at a frame joint 61, and a lesser angle of the indicated
range of angles of approximately ten (10) degrees is preferred for
use in the invention. This angle allows the lug to be formed
without a necessity for any additional reinforcement being added in
the lug plug 60 and in the end of its mating tube 67.
The preferred embodiment of this invention also includes an
inclusion of a number of small longitudinal ribs or splines 64
spaced around the cylindrical body portion 62 of the plug 60. These
splines or ribs 64 are nominally approximately the height of the
adhesive thickness that is applied in the gaps therebetween, within
the tube interior. Splines or ribs 64 are not essential, but they
do serve to center the mating tube 67 on the lug plug, and thus
provide a uniform adhesive thickness that insures the formation of
a smooth exterior surface, free of projections at the tube-lug
interface or joint 61. The centering action performed by splines or
ribs 64 is illustrated best in FIG. 13.
The Formation Of The Frame Lugs
The precured lug components 31, 32, 36 and 41 are formed in matched
female tooling molds. For example, mold type tooling 70 for use in
forming the head lug 31 is shown in FIG. 16. Tooling mold halves
71a and 71b are shown hinge coupled at 72 along their edges to
close together for forming the mold cavity therein that is the
shape of the exterior surface of the head lug 31. The mold type
tool 70 may include clamps, or the like structure, for closing and
locking the mold halves 71a and 71b together, and may include a
handle 73 to simplify closing and opening of tool 70. Pins 74 are
preferably provided in the face of mold half 71a for, when the mold
halves 71a and 71b are closed together, with pins 74 fitting into
the respective holes 75 formed in the other mold half 71b, for
providing proper registry of such mold halves with respect to one
another. The mold type tooling employed to form lugs 32, 36 and 41
is similarly arranged, with the mold cavities for the mold type
tooling for the respective lugs 32, 36 and 41 being shaped to form
the respective lugs 32, 36 and 41.
In practicing the invention, the precured lugs 31, 32, 36 and 41
are each formed from at least a pair of preimpregnated composite
preforms in sheet or mat form (though such lugs, respectively,
could be formed from a single sheet or matt of adequate length, if
so desired). For example, FIG. 15 shows the head lug component 31
as formed from two preimpregnated composite preforms 76 and 77 that
are of sheet form, with such preforms being preferably formed, as
illustrated in FIG. 18, by over-laying a number of layers or plies
of the composite material 78 into a generally rectangular stack 79,
wherefrom the individual preforms 76 and 77 are formed by being cut
from a stack 79 of same. The individual layers 78 each comprise a
multiplicity of small diameter fibers of 100% carbon in the
preferred embodiment (though such fibers may be of any type
consistent with the invention) that are held together by epoxy
resin that is uncured, with the fibers of each sheet having one of
the orientations suggested in FIG. 18 and oriented so that the
fibers of adjacent sheets are in crossing relation. A preferred
orientation of the fibers of each of layer 78, relative to the
other layers of an eight layer stack 79, is shown in FIG. 18 as
forty five (45) or ninety (90) degrees between each layer, forming
the generally rectangular stack 79. Preforms 76 and 77 are then
suitably cut out of this stack 79 to the final desired preform
shape that depends on the specific lug that the respective sets of
preforms 76 and 77 are to form. Each preform 76 and 77 is then
inserted in each mold half of the mold tooling 70 that is to form a
specific lug, for instance mold halves 71a and 71b where lug 31 is
to be formed, with the respective preforms being sized such that
each forms exactly one half of a lug plus an overlapping portion
that forms a lap edge 80 on the other lug half, as illustrated in
FIG. 6A. The preform with the lap edge 80 is identified as the lap
preform, and for example, preform 76 is shown in FIGS. 6A, 6B, and
6C, as having opposed lap edges 80 arranged under the respective
edges of preform 77. The respective lap edges 80 are generally
sized to overlap roughly ten (10) to twenty (20) times the laminate
thickness, or roughly three-eights (3/8) inches.
While FIG. 18 shows the specific shaping of preforms 76 and 77 to
make lug 31, it is to be understood that similar pairs of preforms
76 and 77 are to be appropriately shaped for making lugs 32, 36 and
41, as are the cavities of the tooling to be thereby employed
(which tooling otherwise may be the same as shown in FIG. 16).
The preforms 76 and 77, prior to arrangement in each mold half, for
instance the mold halves in the case of lug 31, 71a and 71b, are
arranged around an internal pressure bladder 81 (see FIG. 6B), with
the lap edges 80 of preform 76 lap edge fitted over the edges of
other preform 77, for installation between the mold halves, that
are then closed, as shown in FIG. 6B. The tooling mold for the
respective lugs is then inserted into a suitable press that clamps
the two mold halves tightly together, after which the clamped
tooling in cold assemblage has heat suitably applied thereto.
During such heat application to the clamped together tooling, the
internal pressure bladder 81 is inflated, as shown in FIG. 6C, to
apply pressure to the laminate preforms 76 and 77, forcing them
against lug external shape defining surfaces of the walls of the
mold halves defining the mold cavity, for instance the cavity
defined by mold halves 71a and 71b in the case of lug 31.
Thereafter, the closed tooling is sufficiently heated to cure the
laminate preforms into the lug component to be formed by the
particular tooling involved.
The bladders 81 thus serve as internal compaction devices that
perform their shaping function prior to the curing of the mats
defined by preforms 76 and 77.
The precured lug components of the invention, which are thus cured
prior to assembly with the frame tubes to form frame 30, are shown
herein in completed, cured form as not containing an internal
compaction device, such as bladder 81. The internal compaction
bladder 81 or its internal compaction equivalent, in the practice
of the method of the invention, is arranged to be and is preferably
removed after cure and before assembly of frame 30. While a wide
range and number of types of internal pressure bladder devices can
be used in practicing the invention, the best results have been
found to be obtained when using either a formed rubber bladder or a
heat sealed thermoplastic film bladder. For an example of such a
bladder, that can be either a rubber bladder 82 or beat sealed
thermoplastic film bladder 103, see FIGS. 21 and 22,
respectively.
The bladders 82, 103 in accordance with the invention, are
constructed to be capable of accommodating a very high pressure of
air or other gas, or a suitable liquid, introduced therein, for
internally compacting the preform laminates against the tooling
mold opposing surfaces that define the respective tooling mold
cavities. In practice, for each internal compaction device, the
bladders 82, 103 are preferably pressurized to 200 psig. or
greater, and after deflation of same, such bladders are removed
from the formed lug component involved, and reused in a similar
manner. The individual bladders 82, 103 are constructed, in
accordance with the invention, to be stable when pressurized to as
high a pressure as is required to obtain a lug component having an
acceptably high shear and compression strengths at its plug section
base, while still minimizing weight, such as the aforementioned
pressure of 200 psig or greater.
The bladders 82, 103 are shown in FIGS. 21 and 22, respectively,
are shaped to also conform internally with the mats or layers
applied to a tooling mold for forming lug 41; however, it is to be
understood that similar bladders 82, 103 are to be shaped for such
internal conformation with mats or layers applied to a tooling mold
for forming lugs 31, 32, and 36. As so arranged for the purpose of
forming the external surfacings of respective lugs 31, 32, 36 and
41, such bladders are required to expand only minimally to easily
conform to the respective lug inner surfacings involved, and to
apply the required internal compaction pressure against the preform
internal surfaces, allowing high compaction pressures to be applied
to the inside of the particular laminate involved in the curing
process. Where earlier composite molding arrangements have utilized
lower pressure elongation thermoplastic bladders, such bladders
could not conform to the inside shape of the lug, and therefore
failed to supply a uniform compaction pressure, and even failed to
supply any pressure to some areas of the item being molded. These
bladders are called nonconformable bladders, and they are
restricted to low inflation pressures because at higher pressures
they burst. In the areas where the nonconformable bladder cannot
conform to the interior surface of the part, the pressure load is
entirely carried by the bladder itself, rather than the pressure
load being transferred from the bladder through the part being
formed into the female tool. The bladder material will fail in
these areas if subject to higher pressures. Such nonconformable
bladders, as they were restricted to low inflation pressures,
provided greatly lower laminate internal compaction pressure. The
use of low inflation pressures and nonconformable bladders produced
items that lacked a uniform wall thickness and had a relatively
high proportion of resin and voids in the laminate. Such lack of
uniform wall thickness, in turn, created points of stress
concentration in the item where failure would occur during use. The
high resin content and high void content worsened this problem.
A variety of processes can be employed for fabricating both the
formed rubber and thermoplastic film bladders 82, 103, as
described, that are preferably used in a practice of the lug
fabrication method of the invention. For the formed rubber bladder,
such processes include conventional rotational molding inside
female tooling. A formed rubber bladder can also be sprayed or cast
over a mandrel that is shaped to the inner dimensions of the
bladder, with the inner mandrel then being either dissolved or
melted out, leaving the bladder intact. Such specialized bladders
are intended to be removed from the individual lugs and reused.
Heat sealed thermoplastic film bladders can be fabricated in a
process that is similar to that being currently used for industrial
heat sealing of thermoplastic film, forming, for instance, a
bladder 103 shaped as shown in FIG. 21 prior to attachment to the
sprue and inflation. Thermoplastic films used for lug component
fabrication are to be selected so as to withstand the elevated
curing temperatures used, and accordingly, a heat sealing process
as used to form the bladder 82 must be such as to handle such
higher temperature films. It is therefore desirable, to so form the
bladders used in accordance with the present invention, to select
thermoplastic films which do not adhere to the composite material
during cure so as to allow for removal of the bladder, thereby
permitting even a thermoplastic film bladder to be used several
times. However, the low cost of such thermoplastic bladders also
justifies its being economically discarded after a single use.
As shown in FIGS. 21 and 22, as an example, a bladder sprue 83 is
provided for attachment to the bladder 82 at a neck 84; sprue 83
provides a coupling end 85, for connecting that bladder 82 to a
pressure source. As so arranged, a gaseous or fluid medium can be
used to fill the pressure bladder 82. Air or nitrogen is
conveniently used to achieve pressures within the bladder 82, of at
least 200 psig. and up to 250 psig., as air or nitrogen do not
require clean up during or after use. The foregoing data of this
paragraph is also true for the bladders employed for the other lugs
of this invention.
FIG. 14 shows two mold halves 90a and 90b of a mold type tool 89
used for lug 36. The tool 89 halves function like the described
head lug mold halves 71a and 71b of FIG. 16. However, bottom
bracket lug tool 89 also requires a use of a third tool piece 91,
which is detailed in three views in FIGS. 14A, 14B, and 14C. Third
tool piece 91a fits into cavity 91b, half of which cavity resides
in mold half 90a, and half of which cavity resides in mold half
90b. Third tool piece 91 is used to form the surfaces between the
chain stay receiving lug component plugs 60 of bottom bracket 36.
Additionally, in one embodiment of the present invention, preform
36c, which is shown in three views in FIGS. 14A, 14B, and 14C, may
be applied to third tool piece 91, before said third tool piece 91
is placed into the cavities 91b of mold halves 90a and 90b. After
curing of bottom bracket 36, preform 36c provides reinforcement to
the area between the chain stay receiving lug component plugs
60.
In general, all the lugs of frame 30 are molded so as to be
slightly longer than their finished lengths; after molding (and
curing), the respective lugs are then trimmed to their final
dimensions. In general, one-eighth (1/8) of an inch is trimmed off
each lug cylindrical plug end from its as molded length. While such
trimming operations are preferred but are not essential, they do
result in a slightly lighter lug component than the corresponding
lug which emerges from the mold, thereby also simplifying the
molding operations as the tolerances of finished lug component do
not have to be as precise as the finished lug component.
After the respective lugs are formed (and precured) and they are
removed from the respective mold type tools therefor, a secondary
drilling operation is performed on the bores of the respective lugs
to form the precise internal dimensions thereof as are needed to
adhesively bond the various head, bottom bracket, seat and monostay
yoke sleeves 44, 45, 46, and 47 respectively therein. Such
secondary drilling operation is not necessary if the indicated
sleeve inserts are bonded into the indicated lugs during the
molding thereof, or if the sleeve inserts are not used.
Preferably, for this invention, the head, bottom bracket, seat and
monostay yoke sleeves 44, 45, 46 and 47 are secondarily bonded to
the inside of the lug components. Such bonding can be accomplished
utilizing a two part epoxy adhesive that preferably involves two
fluid components that are mixed and will then harden at room
temperature; if desired, a secondary elevated temperature cure may
be used on such adhesive to accelerate the curing process. In
general, the lug surfaces to which such two part adhesive will
adhere should be abraded and cleaned, as with a solvent, prior to
bonding. Additionally, as desired, a standard industrial chemical
surface treatment may be used on the metallic components for
producing a higher strength bond.
The Formation Of The Frame Tubes
In practice, several different processes can be used in the
formation of the tubes used in frame 30. The process used in the
preferred embodiment of this invention for the frame three main
tubes 33, 34, and 35 and seat stays 40 is commonly used in
industry, but a description of the process is included for purposes
of completeness, and because derivative processes are used for
other aspects of this invention. The preferred procedure set out
below was selected as the lowest cost method for producing a high
quality of tube preferred for use in fabricating frame 30. Such
preferred method, as used in the composites manufacturing industry,
is commonly known as a "mandrel-wrapped tube" process, and is
illustrated in FIG. 17, as utilizing a hard cylindrical metal
mandrel 94 that is externally sized to form the inner surface of a
particular finished composite tube. In this connection, utilization
of a hard mandrel insures that the inside of the resulting finished
tube will have a very precise inner diameter, which aids in forming
the high strength tube-lug joints 61 of the invention.
For providing such high joint strengths, precise dimensional
control of the adhesive thickness between the lug plug or male
member and tube interior at a joint 61 is required. Such precise
dimensional control is maintained both by controlling the tube
inner diameter accurately and closely controlling the lug plug
outer diameter.
Forming a particular tube 67, as shown in FIG. 17, involves
wrapping layers of the basic composite material 95 employed around
the metal mandrel 94 that has previously been coated with a mold
release agent that allows for endwise removal of a finished tube
therefrom. The layers 95 of composite material are wrapped on the
mandrel 94 in a selected sequence and at fiber angles (for the
aforementioned fiber contact of adjacent layers) so as to produce a
particular tube 67 having a desired configuration. As illustrated
in FIG. 17, one layer 95 is wrapped on the mandrel at a time. The
size and shape of the two dimensional sheet of composite material
95 is selected to form a complete layer that will fully cover the
previous layer. In practice, the greater pressure that is applied
in the wrapping process will result in a correspondingly stronger
finished tube 67.
With all the needed composite layers 95 applied to the mandrel 94,
as shown in FIG. 17, at the angles shown (+45 and -45 degrees), a
conventional "shrink" tape 96 (a suitable plastic material) is then
wound tightly around the outside of the wrap of composite layers.
Several layers of the tape 96 may be so used, after which curing
heat is suitably applied thereto. The tape 96 is preferably a tape
of the type that will shrink when heated to both cure the tube and
create a pressure that is normal to the surfacing of the composite,
and will, accordingly, supply the necessary compaction pressure to
that composite during such tube cure.
Thereafter, the shrink tape 96 wrapped therearound is pulled off
the resulting tube 67. The shrink tape is preferably quickly
removed from the tube outside, as for instance by using stripping
machinery. The exterior of the resulting tube 67 is then machined
to remove a small amount of material only as needed to obtain a
precise design dimension outer diameter. Such machining of the tube
surface normally is required as the shrink tape 96 will not
precisely control the tube outer diameter. In practice, the tube
outer diameter is preferably ground utilizing a standard centerless
grinding process for grinding the tube 67 to a precise
diameter.
While other processes for forming the tube 67 are available,
including a process similar to that described for forming the lug
components of the invention, the process described above is
preferred. Such above described process for forming tubes 67 is
also preferred for forming the conical seat stays 40, except that
the finishing of the outer surface of stays 40 is complicated by
their taper. The chain stays 38 can also be formed by a process
that is similar to that described above for forming tube 67, except
that the compaction provided by the shrink tape 96 is preferably
replaced by a use of an external pressure bladder and a small
autoclave, or a like arrangement. A use of such pressure bladder
for applying compaction pressure is required due to the change in
curvature of the chain stay 38 circumference that produce a change
in pressure around its circumference, if shrink tape is used for
compaction. The change in curvature of the circumference varies the
compaction pressure which is supplied by the circumferential
tension in the shrink tape. This variation in pressure will create
large variations in wall thickness around the chain stay
circumference, absent the application of an external (autoclave
supplied) compaction pressure during cure. Although tolerable, this
variation in wall thickness is not desirable. In general, a small
autoclave is used to supply the pressure. The use of autoclaves to
cure high performance composite structures is the most common
fabrication technique used in the aerospace industry.
Preferably, the external pressure bladder consists of a flexible
rubber bladder or bag which has been formed previously to conform
relatively closely to the outside dimensions of the tube being
formed, although a loose fitting high temperature thermoplastic
film can also be used. The rubber bladder is sealed with the tube
inside it, and a vent line is attached to the rubber bladder to
vent the space inside the rubber bladder to the outside of the
autoclave. This vent line can then either be vented to atmospheric
pressure or connected to a vacuum pump. The air pressure inside the
autoclave is then increased to a value between 35 psi. and 125
psi., and heat is applied to raise the temperature of the tube to
the desired cure temperature. The pressure differential between the
inside of the autoclave, and the area inside the sealed rubber
bladder which is vented to the outside ambient pressure, supplies
the compaction pressure needed during cure.
Generally, only the dimensions of one surface of a composite part
can be accurately controlled during its manufacture. This is
particularly the case when complex geometries are involved, such as
are involved in a formation of a lug component like those of the
invention. Where, however, a part involves relatively simple
geometries, such as a cylinder, the dimensions on both sides of the
laminate can be controlled to close dimensional tolerances. Even
so, close dimensional control is preferably achieved in the present
process by secondary machining of the tube outer diameter. For
proper joint construction, close dimensional control of the
adhesive thickness is required for high strength. In practice, the
required dimensional tolerances on the adhesive thickness are in a
range of between three thousandths (0.003) to nine thousandths
(0.009) of an inch. In practice, close dimensional control of the
tube and lug components, for mating to one another, is achieved by
the present process, in which process it has been found that it is
possible to tightly control composite tube dimensions. By
manufacturing the lug components of the invention in matched female
molds or tooling such as that illustrated, the outer dimensions of
the resulting finished lug can also be controlled to very tight
tolerances. For a male plug 60 formed on a lug component to fit
inside a mating tube 67, as shown in FIGS. 12 and 19, the thickness
of an adhesive layer applied therebetween will be held to close
tolerances. In the present invention, the practice of forming the
respective lug components in female tooling with bodies 60, as
shown, such bodies 60 will snugly fit inside the mating tube ends,
providing high joint strengths.
The monostay yoke lug 41 is distinctly different than the other
lugs because its upper end resembles the end of a tube prior to
bonding with the aft plug on the seat lug 32. The upper end of the
monostay yoke is machined to resemble the end of a typical mating
tube 67 complete with the end edge of tube 68.
In the preferred embodiment of this invention an additional patch
or layers of composite material 78 are added to the monostay yoke
preform at the upper end of the preform. This allows a cylindrical
hole to be bored out to the correct finished inner diameter in this
end of the monostay yoke 41 without removing any portion of the lap
edge of the preform 80. The additional material may not be required
to produce a frame of average strength and additional weight
savings can be achieved by eliminating it.
After the initial fabrication of the lug components and tubes, and
their subsequent trimming, tapers are added to the tube ends. Then
the various surfaces which will be adhesive bonded are cleaned by
means of grit blasting or hand sanding to remove any mold release
agents or other contaminants. Preferably, a two part epoxy adhesive
is used for this bonding purpose, with the two fluid components
being mixed together and are then applied to the lug and tube
surfaces being bonded. The various lugs and tubes that form the
frame joints 61 are then fitted into one another until all the
joints 61 are fully formed. As described above, with respect to
FIGS. 12, 19 and 20, the splines or ribs 64 and vertical step 63
are provided at the joint plug 62 base to ensure that the
components will be correctly aligned. A clamping fixture (not
shown) is then attached to the frame. The clamping fixture holds
the head lug 31, the seat tube 35, and the rear dropouts 39A and
39B in precise alignment with one another until the adhesive
hardens. A preferred adhesive for a practice of this invention is
one that will harden at room temperature. However, a secondary
elevated temperature cure may also be employed to accelerate the
curing process.
Hereinabove are set out a description of the precured component
lugs and tubes of frame 30, and particularly the configuration of
the male or plug members of such lugs, and the tube ends. Such lug
plugs and tube ends are for adhesive bonding into the all-composite
light weight, strong and stiff bicycle frame 30. Preferred methods
and arrangements for the formation of such lugs and tubes have also
generally been set out, as have the composites and their use for
producing same.
The monostay yoke lug 41 to seat lug 32 joint illustrates a
derivative construction technique which can be used to construct
the frame and is covered by the disclosures of this invention. The
construction will become readily apparent to the reader in the
following description.
This frame construction utilizes tubes 104 constructed with ends
containing the plug 60 portion of the joint. The lugs are
constructed without the plug ends and the ends of each tube stub on
the lugs are machined to accept the plug ends on said tubes.
Several techniques have been developed to fabricate such tubes. The
first technique utilizes a process directly analogous to the lug
fabrication process. A matched female mold is constructed for the
tube with the plug ends. The process then uses two preforms and a
internal pressure bladder identical to those used for lug
construction. The preform used in this process has been named the
lapped tube preform because its utilizes two laps.
Another method has been developed for constructing the preform for
this process. The preform is constructed in one piece around a
cylindrical bladder. This preform is one piece and
circumferentially continuous, hence it has been named the
continuous tube preform. The preform is thus essentially a
cylindrical one having an outer circumference similar to the outer
circumference of the finished tube and a similar length. The
preform is constructed similar to the process previously described
to construct the three main tubes 33, 34, and 35. The layers 95 of
composite material are wrapped on the mandrel 94 in the previously
described sequence. The tube which has been wrapped onto the
mandrel, is then removed from the mandrel, and the shrink tape 96
is not used in this process. A long cylindrical bladder is then
inserted inside the tube preform, and this assembly is placed in
the matched female mold for curing similar to the lugs. In
practice, a straight cylindrical preform can be used without the
diameter difference between the plug ends and the tube causing
unacceptable distortions in the laminate. This is partially a
result of the preferred orientation of the layers used in the
tubes, which consists of all zero (0) or forty five (45) degree
layers which can expand somewhat circumferentially to conform to
the different diameters. The advantage of this preform over the use
of two separate preforms is that the circumferential fibers are
continuous between the two halves of the tube, the tube becomes
perfectly axisymetric about its centerline.
It is also, of course, possible to wrap the layers 95 of composite
material onto a hard mandrel 94 which has a different smaller
diameter at the ends where the plug will be located. The mandrel 94
will consist of multiple pieces in this case to allow it to be
removed from the inside of the preform. For example, the mandrel
assembly may consist of a cylinder with an outer diameter sized
correctly for the plug area on the tube ends, plus cylindrical tube
which slides over the middle portion of the cylinder whose outer
diameter is sized correctly for the middle area portion of the
tube, such cylindrical tube component being radially segmented into
three longitudinal sections. After wrapping of the layers 95 of
composite material on said mandrel assembly, the inner cylinder is
first removed, and then the three segmented portions of the
cylindrical tube mandrel component are removed.
Still another technique can be used for constructing the preform
which utilizes a preform similar to the lug preforms 76, 77 which
are cut from a rectangular stack of composite material. A single
primary preform is cut from a rectangular stack of composite
material. The preform shape and size is constructed such that it
can be wrapped around the hard mandrel 94 several times. The
resulting preform resembles a jelly roll in the general nature of
the wrapping nature of the preform, hence the technique has been
named the jelly roll technique. The preform can consist of a little
over one wrap, in such case the preform would be approximately
three hundred eighty (380) degrees long as measured from start to
finish on the hard mandrel 94. The preform constructed with this
technique is in essence intermediary in complexity and performance
to the continuous tube preform and the lapped tube preform. The
jelly rolled preform has essentially one lap in total, that is one
location where the circumferential fibers are discontinuous.
This technique has been used to construct tapered tubes and tubes
with elliptical cross section such as the seat stays and chain
stays. The process can also be used to construct curved tubes, such
as the fork blades.
Preferred Specific Features Of The Invention
In practicing the invention, the lug component preforms 76 and 77
are employed, with such lug preforms being specifically shaped as
dictated by the specific lug components to be formed (as already
indicated). The material which is used to form the composite lugs
of the invention is a unidirectional graphite epoxy-preimpregnated
material. In one embodiment of this invention, the material used is
product number NCT-200-7-G150-24 from Newport Adhesives and
Composites Inc., located in Fountain Valley, Calif.
FIG. 18 shows a stack of eight (8) individual ply or layers 78
forming the stack 79, wherefrom such preform or preforms are cut in
the sets thereof that are indicated. FIG. 18 shows for disclosure
purposes a guidance plate 90 whereon arrows are shown
representative of preferred orientations of the primary fiber
directions of composite layers 78, which primary fiber angulations
are also shown in a column adjacent to the individual layer 78
ends. Such fiber orientation is to cross from layer to layer, for
example: a zero (0) degree orientation for a top layer; a forty
five (45) degree orientation for a next layer; a minus forty five
(-45) degree orientation for the next layer; a ninety (90) degree
orientation for a following layer; a zero (0) degree orientation
for the following layer; a forty five (45) degree orientation for
the subsequent layer; a minus forty five (45) degree orientation
for the next to last layer; and a ninety (90) degree orientation
for a last layer. The fiber angular relationships are with respect
to some reference datum direction. FIG. 18 shows a layout of eight
(8) layers, but it should be understood, a number greater than or
less than eight (8) layers can be so arranged as preform stack 79.
A twelve (12) ply laminate, for example might be used in the head
lug 31 that needs to be stronger due to the higher stresses present
therein, as compared to the stress anticipated to be exerted on the
other lugs. Eight (8) ply laminates, however, are generally
adequate for the other lugs due to the relatively lower stresses
such lugs are subjected to, as compared to the head lug 31.
The individual layers 78 contain a mass of unidirectional one
hundred percent (100%) carbon fibers of small diameter,
preimpregnated with epoxy resin at a ratio to one another of
approximately thirty eight percent (38%) by weight. Each layer 78
has a cured thickness equivalent of approximately five thousands
(0.005) of an inch. Several different suppliers of carbon fiber and
epoxy resin are commonly available to supply preimpregnated
material which will meet the processing and structural requirements
of this invention. The carbon fiber that is used is preferably a
standard aerospace grade fiber with an extensional modulus of
thirty one (31) to thirty five (35) msi., and has an ultimate
tensile strength of approximately three hundred fifty (350) to
seven hundred fifty (750) ksi. An example of such a carbon fiber is
manufactured by Hercules Incorporated, located in Magna, Utah,
known as AS4 carbon fiber. Another example of such a carbon fiber
is manufactured by Toray Industries, Inc., located in Tokyo, Japan,
known as T700 carbon fiber. Another example of such a carbon fiber
is manufactured by Courtaulds Grafil, Inc., from Sacramento,
Calif., known as Grafil 33-500.
The prepreg material preferred for use with the invention will
generally be supplied with a fiber areal weight of approximately
one hundred fifty (150) gr/m2, which fiber weight will produce on
equivalent of a little under five thousandth (0.005) of an inch
when fiber volumes of approximately sixty seven percent (67%) are
obtained. This produces a wall thickness of roughly four hundredths
(0.040) of an inch for the wall formed from eight (8) ply laminates
and roughly six hundreds (0.060) of an inch for wall formed from
twelve (12) laminates. Previous composites have generally only
achieved fiber volumes of sixty percent (60%) or less since the
manufacturing processes were formerly not capable of reliably
applying high compaction pressures during cure, and accordingly,
had higher weights and lower strengths.
The epoxy resin that is preferably used in forming layers 78 used
in the lug construction would typically use a sporting good grade
resin. These resins typically have a suggested cure temperature of
two hundred fifty (250) degrees F and cure time of one (1) hour. In
general, a range of cure temperatures of between two hundred twenty
five (225) degrees F and three hundred twenty five (325) degrees F
will be used with these epoxy resins, with cure temperatures
between two hundred fifty (250) degrees F and three hundred (300)
degrees F being most common. Good results have been obtained in the
preferred embodiment of this invention using a range of different
cure cycles. These range from one (1) hour at two hundred fifty
(250) degrees F to ten (10) minutes at three hundred twenty (320)
degrees F. Examples of such epoxy resins include: products numbered
NCT-200-7 or NCT-301-5 from Newport Adhesives and Composites Inc.,
located in Fountain Valley, Calif.; product numbered 1919 from
Hercules Inc., in Magna, Utah; and product numbered HYE 48A from
Fiberite Division of ICI Composites Inc., located in Greenville,
Tex.
Similar composite materials are preferably used for the fabrication
of the top, down and seat tubes 33, 34 and 35 respectively, as well
as the chain and seat stays 38 and 40, except that a thin layer of
fiberglas/epoxy may be used on the outer surface of each tube or
stay. For instance, the material which is used to construct the
composite tubes of the present invention is also a unidirectional
graphite epoxy-preimpregnated material. In the preferred embodiment
of this invention, the material used is product number HYE 6048A1B
material from Fiberite Division of ICI Composites Inc., located in
Greenville, Tex. The prepreg carbon fiber composite material would
typically be purchased with a thirty five (35%) percent resin
content by weight and one hundred fifty (150) gr/m.sup.2 fiber a
real weight. Seven or eight plies of such carbon fiber material are
preferably used for the tubes and stays, depending on the frame
stiffness desired. The orientations of the primary fiber directions
in the layers can be, and preferably are, forty five (45) degrees,
minus forty five (45) degrees, zero (0) degrees, zero (0) degrees,
zero (0) degrees, forty five (45) degrees, and minus forty five
(-45) degrees with respect to the tube centerline direction for a
seven (7) ply laminate, with the wall thickness of such seven (7)
ply laminate being roughly forty four thousandths (0.044) of an
inch. The orientations of the primary fiber directions in the
various layers of eight (8) ply composite materials can be, and
preferably is, like that for the seven (7) ply laminate, except
that an additional zero (0) degree orientation layer is included as
a center layer, with such orientation being with respect to the
tube centerline direction. The wall thickness of eight (8) ply
tubes will be roughly forty nine thousandths (0.049) of an inch,
which thickness is relatively larger than the typical 8 ply lug
thickness due to the fact that the shrink tape manufacturing
process produces less compaction pressure than is present in the
lug fabrication process. The seat stay 40 also preferably utilizes
a seven (7) ply laminate as described above, and the chain stays 38
preferably utilize an eight (8) ply laminate.
The cure temperature and times specified for the lug curing are
also applicable to the tube fabrication, except that care must be
exercised to ensure that the tube temperature is used to control
the cure time, since significant temperature differences can exist
between the oven or autoclave and the tube. The preferred shrink
tape is a combination of two tapes manufactured by Richmond
Division of Dixico Inc., Redlands, Calif. The tapes are distributed
by Technology Marketing Inc., Salt Lake City, Utah. One or more
layers of E-3760 is wrapped on first as a release tape and then one
or more layers of "Hi-Shrink Tape #2" are then wrapped on to
provide more compaction. An alternate source of shrink tape is
Airtech International, Carson, Calif. One or more layers of
"Wrightlon 4500" is wrapped on as a release tape, this is available
from International Plastics Division of Airtech International in
Carson, Calif., and then one or more layers of "A575 Hi-Shrink
Tape" is wrapped on to provide more compaction, this is available
from Airtech International, Carson, Calif. Another alternative
source to this tape is "SuperTape" available from Century Design
Inc., San Diego, Calif.
For the frame 30 of the invention, an outer tube diameter of 1.625
inches is preferably used as the down tube 34 diameter (which down
tube is thereby oversized relative to metal tubed frames and metal
lugged composite tubed frames, where larger tubes would involve
larger lugs or lug components, adding unacceptable weight). An
outer tube diameter of 1.5 inches is preferably used as the seat
tube 35 as well as the top tube 33 (which tube outer diameter is
also oversized relative to metal tubed frames and metal lugged
composite tubed frames). The larger diameter tubes that are
preferred for the present invention do not create an unacceptable
weight addition and are desirable in that they produce a more
efficient structure that is stiffer and lighter than a smaller
diameter metal tubed bicycle frame. Similarly, the chain stays 38
and seat stays 40 are relatively larger in size than stays that
have been most commonly used for metal tubed frames and metal
lugged composite tubed frames. The chain stays 38 utilize major and
minor outer diameters of 1.2 inches and 0.800 inches, respectively
at their large elliptical ends and an outer diameter of 0.652
inches at their smaller circular ends. The seat stays 40, in turn,
each incorporate an outer diameter of 0.840 inches at their large
ends and 0.590 inches at their small ends.
In practice, it is preferred that, where the respective lugs are
bonded to a tube, a nominal design bondline for the adhesive have a
thickness of 0.006 of an inch. To provide for this adhesive
thickness, a nominal design height of spline or rib 64 of four
thousandths (0.004) of an inch is preferred. For further providing
a desired strength of joint 61, the length of the conical section
of the lug plug surface that contacts the corresponding taper
length of the tube for forming a contact coupling is preferably
approximately one quarter (1/4) of an inch. In practice, the length
of the cylindrical or straight elliptical sections of the lug
plug's male members forming the lug and tube frame joints is
preferably equal to one half (1/2) the major tube outer diameter,
which for the frame 30, is 1.625 inches. As to the adhesive itself,
the material which is used to bond the tubes to the lugs to form
the frame of the present invention is a two-part epoxy adhesive. In
the preferred embodiment of this invention the material used is
Hysol 9430 from Dexter Corporation, Pittsburg, Calif.
A bicycle frame 30 that is constructed utilizing the procedures,
materials, and geometric designs of the present invention is an
exceptionally light, strong, and stiff frame, as compared to
previous composite bicycle frames.
Thus, frame 30 is a frame that is the lightest weight production
bicycle frame in the world, and it is stiffer than existing
composite frames that use metallic lug components, and one piece
composite frames.
The lower weight of frame 30 combined with its higher stiffness and
strength is due, in part, to the high laminate quality that is
obtained when the lugs are fabricated individually, as taught by
the present methods. Such higher laminate quality results in higher
laminate strengths and stiffness for a given laminate weight. Such
higher laminate quality is produced when the higher compaction
pressures of this invention are used in fabricating the lugs herein
disclosed.
The lower frame weight for frame 30 coupled with its higher
stiffness and strength characteristics are also due, in part, to
the high strength of joints 61 as formed by the practice of the
invention. Further, joints 61 do not require additional
reinforcement relative to the rest of the lug to provide the
required design strength. Higher joint strength is further provided
by the tapered conical bonded joint involved, and the larger tube
diameter that reduces bondline stresses and line load that are
transferred through the joint. The higher joint strength is also
due to the higher shear strength and compression laminate strengths
that are provided with the higher laminate compaction pressures of
this invention. Also, with the larger tube diameters and
correspondingly larger lug cross sectional areas, stronger joints
are achieved. Further, such larger diameters and cross sectional
shapes are more efficient for carrying torsional and bending loads,
and they also make it possible to use less material in their
manufacture while obtaining the same structural strength and
stiffness.
While a preferred frame 30, processes for making same, and the
processes for making the frame components and their connection into
a light weight, strong and stiff frame have been shown and
described herein, it should be understood that the present
disclosure is made by way of example only, and that variations and
changes thereto are possible without departing from the basic
invention involved.
The foregoing description and the drawings are given merely to
explain and illustrate the invention and the invention is not to be
limited thereto, except insofar as the appended claims are so
limited, since those skilled in the art who have the disclosure
before them will be able to make modifications and variations
therein without departing from the scope of the invention. For
example, those skilled in the art who have the disclosure before
them will be able to envision a variation in which the tubes of the
bicycle frame are made by a high pressure bladder acting inside a
female mold, which is the method disclosed in the description of
lug manufacture, while the lugs of the bicycle frame are made by
means of an external pressure bladder and an autoclave acting
against a hard internal mandrel, which is the method disclosed in
the description of chain stay manufacture. The resulting parts,
lugs and tubes would be fitted together by means of plug ends on
the tubes inserted into matching holes in the lugs.
* * * * *